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dimarts, 31 de desembre de 2013

Cycling Meeting, el primer congres internacional de ciclism a Mallorca obre inscripcions

Palma de Mallorca,

30 de diciembre de 2014

 Cycling Meeting, el primer congreso internacionalde ciclismo en Mallorca abre inscripciones El primer Congreso Internacional de Ciclismo en Mallorca que se celebrará los días 6 y 7 del próximo mes de febrero contará con reconocidos expertos que compartirán las últimas tendencias sobre diferentes aspectos del ciclismo. 

Ya está abierto el plazo de inscripción para la primera edición del congreso internacional de ciclismo en Mallorca, Cycling Meeting. La inscripción se puede realizar online a través de la web oficial del congreso,, un portal en el que además se puede encontrar toda la información detallada sobre el simposio y su sede, Palma de Mallorca. La primera edición de Cycling Meeting ofrece dos días de interesantes conferencias que giran alrededor del mundo del ciclismo con los temasCicloturismo, Ciclismo y ciencia yCiclismo y Entrenamiento como ejes principales.

Además, el congreso también ofrece una sesión de networking para profesionales del sector. Las conferencias de los expertos se dirigen tanto al público especializado (médicos, científicos, entrenadores…) como al general. El plazo de inscripción continuará abierto hasta el día 5 de febrero de 2014.

Los precios de la primera edición de Cycling Meeting son: - Hasta el 24 de enero 5€- Del 25 de enero hasta el 5 de febrero 10€- 6 y 7 de febrero 20€ *Precio por cada bloque de conferencias. 

Cycling Meeting tendrá lugar durante la semana que da inicio a la temporada ciclista internacional con la Challenge Vuelta a Mallorca, el domingo 9.

Además, el sábado 8 los asistentes podrán disfrutar del Trofeo Ciudad de Palma de ciclismo en pista. 

La colaboración del Hotel Horizonte, situado sobre el puerto de Palma, ofrece a los participantes venidos desde fuera interesantes precios especiales para la semana del Cycling Meeting: Ver las ofertas de alojamiento

dilluns, 23 de desembre de 2013

Intense Carbine 29"

Uns critiquen, altres adoren i altres van perduts. Qui ho ha provat, sap que funciona, sobretot si es fabricant té idea ajustant geometries. 

Alta velocitat 29", geometría compromesa per mantenir agilitat i 160mm de recorregut. Això és s'Enduro del 2014.

Disfrutau des test fet per Pinkbike, i si no enteneu anglès, mirau bé ses fotos ;-)                 

Intense originally released the Carbine, their first carbon fiber full suspension bike, at the tail end of 2011. This initial version rolled on 26” wheels, but it was soon followed up with conversion kits that allowed riders to switch to 27.5” wheels, and then a dedicated 27.5” wheeled model hit the market. Now, Intense has released the 29” version, sporting up to 5.5" of rear travel, a 160mm fork, and intended to take on just about any type of trail imaginable. Available in S, M, and L sizes, the Carbine 29 retails for $6599 USD.

Intense Carbine 29 Details

• Purpose: trail / all-mountain
• Rear-wheel travel: 5 or 5.5"
• Wheel size: 29"
• Full carbon frame, aluminum links
• 12 x 142mm rear axle
• ISCG 05 tabs
• Weight: 28.6 lbs (size M, without pedals)
• Sizes: S, M, L,
• MSRP: $6599 USD

Frame Details

The Carbine 29's front and rear triangle are constructed from carbon fiber, and are connected with two short aluminum links. While Intense's aluminum framed bicycles are still made in the United States, the company worked with SEED Engineering, a German firm, to design their line of carbon bikes, and the actual manufacturing of the Carbine's frame takes place in Asia. The amount of rear travel can be switched between 5 and 5.5” by changing where the rear shock is mounted on the upper link, an adjustment that doesn't affect the bike's geometry. The linkages rotate on angular contact bearings, and there are Zerk fitting on the lower link to allow old grease to be purged out and replaced with fresh, clean grease.

Intense Carbine 29 Review
  Internal cable routing keeps the bike looking neat and tidy, and a down tube protector helps ward off flying objects.

The majority of the housing on the Carbine is routed internally, and sealed nylon tubes are located inside the frame to make installation as easy as possible - no more fishing around with a bent spoke and a flashlight trying to coax out a stubborn length of housing. The frame is also equipped to accept a direct mount front derailleur, and ISCG 05 tabs are in place for riders who want to use a chain guide of some sort. Replaceable rear dropouts allow for different hub standards to be used, although we're not sure why anyone would choose go with an open dropout rather than a 12x142 thru axle.

Intense Carbine 29 Review
  Avid's Trail 9 brakes handle the stopping duties on the Carbine 29, and SRAM's X01 drivetrain does away with the front derailleur or any type of chainguide (although the frame does have ISCG 05 tabs).

VPP Suspension

The Carbine 29 utilizes a VPP suspension layout, a dual short link suspension design that relies on two counter-rotating links (the upper link moves counter-clockwise while the lower link moves clockwise). The position and design of these short links can be altered to allow this suspension design to be used on everything from cross-country bikes to downhill race machine. For a bike like the Carbine 29, the suspension curve is intended to provide a firm pedalling platform with a supple midstroke, and a slight ramp up at the end of the travel.

Price $6599
Rear ShockFox Float CTD
ForkRockShox Pike RCT3 29 160mm
HeadsetCane Creek 40 Series
CassetteSRAM XG 1195 10/42
CrankarmsSRAM X01 175mm
Bottom BracketSRAM BB92
Rear DerailleurSRAM X01
Shifter PodsSRAM X01 trigger
HandlebarFSA SLK Carbon 740mm
StemThomson Elite X4 70mm
GripsIntense lock-on
BrakesAvid Elixir 9 Trail
WheelsetNovatec Diablo 29
TiresMaxxis Highroller II
SeatIntense Velo Sacred Heart
SeatpostRockShox Reverb Stealth 125mm
Intense Carbine 29 Review

bigquotesAs the saying goes, 'a quiet bike is a fast bike,' and this is where the Carbine delivers...There's no chain slap, no front derailleur noise, nothing except the howl of the wind as the speeds increase.

Climbing / Handling

Our review bike arrived the day before a local enduro race featuring 5000 feet of vertical spread over twenty mile of sinuous, root filled trails. We managed to sneak in a short, hour long loop once we assembled the bike to make sure everything was working correctly, but race day would be our first 'real' ride on the Carbine 29 – nothing like a little trial by fire to start figuring out a bike, right? It turned out we didn't have anything to worry about – the Carbine was well behaved, and during the race it felt as if we'd been riding it for weeks, not hours. That was the trend for the duration of our time aboard the bike - it has a blend of handling characteristics that make it feel predictable on nearly any type of terrain.

When it came time to climb, the Carbine proved to be adept at maintaining traction, even on trails with loose rocks over hardpack, and we found that the bike's relatively long wheel base (1168mm for a size M) allowed us to stay seated longer than usual in technical sections, since the bike was able to span the distance between obstacles that would typically halt a shorter, smaller wheeled bike. On the flip side, this length does mean that the Carbine's agility does suffer in extremely slow speed, technical sections, but the bike's fairly light weight goes a good ways towards counteracting this. The VPP suspension layout worked well at preventing any unwanted pedaling induced suspension movement, and the only time we flipped the lever on the Fox Float CTD rear shock was for long fire road grinds.

When we swapped out the Fox Float CTD to the Cane Creek DBAir (a swap we'll be explaining shortly), we typically activated the Climb Switch for nearly every climb, due to the greater difference between how the bike handled with the switch on or off. With the Climb Switch in the off position there was more rear suspension movement than we preferred, especially when standing out of the saddle. It's likely we could have added more low speed compression to counteract this, but we'd rather have the shock's full open position tuned for the downhills, and have the Climb Switch take care of the uphills.

Intense Carbine 29 Review
  The Carbine 29 wasn't afraid to get airborne, especially on straight ahead, higher speed jumps or drops.


As the saying goes, 'a quiet bike is a fast bike,' and this is where the Carbine delivers. With a 1x11 drivetrain, clutch derailleur, and an integrated chainstay protector, the only noise you'll hear when flying down a hillside is the freehub clicking. There's no chain slap, no front derailleur noise, nothing except the howl of the wind as the speeds increase.

The bike's slack (for a 29er) head angle allowed us to make short work of the steep sandstone rock rolls around Sedona, while the big wheels helped to take the edge off of moves that had less-than-smooth runouts. The Carbine does lose some of its playfulness when the going gets tight and twisty, and we found ourselves wondering if Intense's dedication to the VPP suspension platform may have forced them into a corner when it comes to frame geometry. Other manufacturers have been able to come out with long travel 29ers with short chainstays and low bottom bracket heights, but the positioning necessary for the two short links on a VPP suspension layout make this more radical geometry difficult to achieve. That's not to say that the Carbine is overly cumbersome; we were able to negotiate plenty of tight, rocky chutes and down steep switchbacks without trouble, but we did wonder if shorter chainstays and a lower bottom bracket would boost the Carbine 29's fun factor, making it easier to dive in and out of corners and to pop off little trail side bonus features.

Despite the subdued handling in slower speed terrain, when it comes to long straightaways this bike excels, taking off like it was shot out of a cannon. The same handling traits translate to its jumping ability as well – more technical jumps, a tight hip jump for instance, take extra effort to negotiate, but when it comes to jumps that can be approached head-on, the Carbine will go the distance, making it easy to land deep into the transition.

Shock Swap

Switching to the DBAir greatly improved the Carbine's
downhill performance.
Our test bike was delivered to us with a Fox Float CTD Adjust rear shock configured with a low velocity tune and a medium rebound tune, settings that Intense developed specifically for the Carbine's suspension design. Despite the custom tune, we weren't blown away by the bike's square edged bump performance, and found that on sections of trail with repeated impacts in a row, whether from a tangled mess of roots or a row of pointy ledges, the rear end felt like it wasn't going through enough of its travel, making for a rather harsh ride. We spoke with Intense about our findings, and they sent out Cane Creek's Double Barrel Air CS rear shock (a $350 upgrade) to see what we thought. We installed the DBAir and set it up with the recommended base tune, and hit the trails. This shock swap made a world of difference, creating a smoother, more controlled ride through the rough stuff. The switch to the DBAir made the bike's rear suspension feel better matched to the RockShox Pike up front, a supple, yet supportive platform perfect for taking on the most rugged of trails. We stayed fairly close to the initial base tune settings, with a slight decrease in the rebound damping the only tweak needed to make the bike feel like we wanted.

The CS switch on the DBAir came in handy for the countless punchy, technical climbs we encountered in Sedona. A flip of the lever alters both the low speed rebound and the low speed compression, creating a firmer feeling shock that wants to stay glued to the ground, ideal settings for climbing. There's a big difference between having the CS lever on and off, and despite our hesitance towards adding more levers to a bike's cockpit, we'd love to see the hinted-at remote lever for this shock come to fruition. Rather than blindly reaching down to find the little shock mounted lever, a small handlebar remote would add even more versatility, and would certainly be welcomed by riders whose local trails include multiple short climbs and short descents in a row.

Intense Carbine 29 Review

Component Check

• Maxxis Highroller II tires – Although not the fastest rolling option, we don't have any complaints about using the Highroller II as a rear tire. It has good braking traction and excellent grip in the corners, and worked well in both the trails of the Pacific Northwest and the Arizona desert. We would rather have something else in the front, though, especially in the wet, where the tire's square profile wanted to slip and slide on every wet root we ran across, even when running it tubeless with low pressure.

• RockShox Pike – The Pike ended up on our Best of 2013 short list for a reason – plush, stiff, and reasonably light, this fork sets the standard for what a modern suspension fork should feel like.

• SRAM X01 drivetrain – We didn't suffer any dropped chains during our time on the Carbine, even on a ride when the clutch on the X01 rear derailleur stopped functioning. Although the clutch isn't intended to be user serviceable, we were able to carefully pry off the plastic cap and add more tension, a fix that worked for the remainder of our testing. Still, while we were able to get the clutch working again, for a derailleur that retails for just shy of $300 we'd expect it to last longer without needing our attention, or at the very least have a design that allows for easier maintenance.

• Novatec Diablo wheels – There weren't any issues setting up the wheelset tubeless, a necessity for desert riding. We did manage to knock a couple of spokes loose on the rear wheel, but this was after a harsh landing onto solid rock, and despite the de-tensioned spokes, the rim managed to emerge unscathed. Some quality time on the truing stand was all it took to straighten things out, and the wheel held up for the rest of our time on it.

Pinkbike's take:
bigquotesThe Carbine would be well suited for a rider that wants a longer travel 29er but doesn't want to lose the handling characteristics of a trail bike. It has that extra bit of travel that can be the difference between surviving a botched line or ending up having an off-the-bike experience, but without conveying the feeling that it's too much bike for riding less rowdy terrain. We would highly recommend springing for the Cane Creek DBAir upgrade, especially for riders who place more of a priority on the downhill portion of their ride. The swap to the DBAir allowed us to unlock the bike's true potential and achieve the ride feel we were looking for on the descents. In the end, although it may not push the envelope as far as geometry numbers go, the Carbine 29 is still quite versatile, a bike that's capable of just about any type of riding imaginable, everything from leisurely trail rides to rocketing down steep and loose downhills. - Mike Kazimer

dilluns, 16 de desembre de 2013

Un des trucs més espectaculars que hem vist

Doble Backflip + Superman! Brutal!

dimecres, 11 de desembre de 2013

Martyn Ashton: una mica d'història sobre ell

 Aquest senyor que s'ha fet famós per fer trial amb bicis de carretera ja existía abans d'això. Aquí deix una mica d'història sobre aquest crack, segons Pinkbike. Val la pena llegir-ho:

Just three months after suffering a severe spinal injury, Martyn Ashton, international mountain bike trials legend and ex-World Champion, announces that he has today released his spectacular sequel to Road Bike Party: Road Bike Party 2.

Following the 9 million YouTube view success of the original in 2012, Martyn has been secretly working on the sequel, however his accident during a bicycle trials demo on Sunday 1st September at Silverstone’s Moto GP, England – in which he dislocated his T9 and T10 vertebrae, leaving him a paraplegic and a wheelchair user – cast doubt as to whether it would ever be finished.

‘With A Little Help From My Friends’
Thanks to some very strong friends – chiefly, Danny MacAskill and Chris Akrigg – rallying around and committing to help Martyn and videographer Robin Kitchin complete the film, the project is now ready for release.

“It’s very different to what I planned but I’m really starting to love it and care for it,” Martyn says of the finished film. “It’s a brilliant collection – you can lose the fact that we’re on a road bike as it just looks like a great piece of riding. The first Road Bike Party was all about it being a road bike but this one, the road bike doesn’t get a chance – the stuff that we do collectively is beyond what would be ‘normal’ for a trials bike. It’s exceptional.”

Photo: Robin Kitchin

About Martyn Ashton
Martyn Ashton started riding motorcycle trials at the age of 11, reaching a high standard by the age of 18 and competing in national competitions. At this age he then ventured into bicycle trials with immediate success seeing him selected for the Great Britain squad to compete at the World Championships. In 1993, the following year, Martyn won the British Bike Trial Championship and continued to dominate the British competition scene for the next 10 years.

1995 was a big year for Martyn. He joined the all-conquering Volvo-Cannondale Mountain Bike Race Team and won a World Bike Trial Championship. He then spent the next seven years riding on the Volvo-Cannondale squad with his focus gradually moving more and more to live shows and media coverage.

In 2002 Martyn started riding for Animal Clothing and also created his own bicycle brand ‘Ashton Bikes’; Martyn's designs were strikingly different and influenced trials bike design for many years to come.

During his career with Animal, which continues to the present day, Martyn has taken his live shows from a one-man demonstration to an annual national tour ( with action from some of the best extreme sports athletes in the country.

One of Martyn's strengths has always been producing great riding footage for videos. This talent was evident in his early career in VHS hits such as the Trainspotting-inspired Chainspotting, Tricks and Stunts and, more recently, with huge YouTube phenomenon Road Bike Party which has received more than 9 million views to date.

Devinci Dixon RX

Una bici de All-mountain - Enduro que té molt bona pinta, segons comenten funciona molt bé, encara que és una mica feixuga (tenguem en compte que està montada a prova de bombes)

Aquí teniu ses fotos i test de Pinkbike. Per cert, és una 26", i sí, no oblidem que també funcionen molt bé ;-)
Devinci Dixon RX

WORDS Jordan Carr
PHOTOS Colin Meagher

Canadian brand Devinci may be best known among mountain bikers for their recent World Cup downhill overall title that was delivered by Steve Smith on his Wilson Carbon, but much of the Wilson's technology, including the Split Pivot concentric axle pivot design can also be found on the more compact Dixon RX that's tested here. In fact, Smith chose to run the 145mm travel Dixon rather than his downhill bike on the tame Sea Otter DH track for the last two years running, as well as in Crankworx's Air DH race in the past. The $4599.99 USD RX model is fitted with a 160mm travel FOX 34 CTD Talas fork that offers 10mm more travel over what's fitted to the standard Dixons, as well as a 780mm wide Truvativ BooBar that's considerably wider than what is found elsewhere in the lineup. Those two talking points certainly make the RX model more appealing to aggressive trail riders who may or may not find themselves on some hairy terrain every now and then, although there is also a frame only option if you are wanting to build up a Dixon to be even more tailored to your needs. Looking to spend a little less? The base model aluminum Dixon retails for $2699 USD and still employs the same suspension layout.

Dixon RX Details

• Intended use: all-mountain
• Wheel size: 26''
• Split Pivot suspension design
• Rear wheel travel: 145mm
• Carbon front triangle and seat stays, aluminum chain stays
• SRAM dual ring X9 drivetrain
• Weight: 30.4lbs (size med, w/o pedals)
• Sizes: small, medium (tested), large
• MSRP: $4599.99 USD

Dixon RX Construction Details

Devinci's DMC-G carbon manufacturing combines bladder molding with silicone inserts to create more strength through consistency at complex junctions such as the bottom bracket and head tube areas, with the inserts working to evenly apply pressure that is said to greatly limit voids in the carbon layup. The silicone inserts are removed from the frame once the process is complete, and Devinci boasts that this process creates a flawless frame inside and out time and time again. Regardless of their confidence in carbon, the Dixon utilizes aluminum chain stays as the weight savings on this frame component would be minimal when done in carbon, and it is also an area that can see a lot of abuse when a bike is ridden hard.

  The bike's Split Pivot suspension sees it rotate concentrically around the rear axle (left), and offset chips used in the pivot hardware on the rocker arm (right) allow for geometry adjustment.

To give the Dixon maximum versatility, Devinci chose to allow for an adjustment in geometry between "LO" and "HI" settings. This adjustment is done via a 4mm bolt on Devinci's FRG suspension chip, the hardware that ties the seat stay and rocker link together, and is responsible for half of a degree in the head angle, 66.2° - 66.7°, and 6mm of change in the bike's bottom bracket height. Cable routing is kept clean with the lines for the rear derailleur and rear brake running along the top of the down tube, while the front derailleur and Reverb hose are on the underside of the top tube. Up front, a tapered head tube adds to the stoutness of the Dixon's aesthetic while housing an internal zero stack Cane Creek headset. Subtle touches like uniquely shaped carbon tubing and an integrated headset give the Dixon a clean polished look. ISCG tabs that feature replaceable threaded barrels allow for an easy chain guide install and some extra peace of mind if you happen to over-torque the bolts.

Jordan Carr testing the Devinci Dixon in Sedona AZ
  The 145mm travel Split-Pivot suspension design activates a RockShox Monarch RT3 shock.

Suspension Design

As a proclaimed enduro/trail rig, the Dixon is undoubtedly designed to offer a balance of efficiency and burly capability, and for this Devinci chose to utilize Dave Weagle's patented Split Pivot suspension design. Split Pivot refers to a concentric rear axle pivot that helps to separate acceleration forces from braking forces in the suspension design. This type of layout is based on careful pivot placement to reduce excess suspension reaction to acceleration forces, and at the same time reduce excess reaction to braking forces. The Dixon was also specifically developed to work with available off-the-shelf shocks, so no custom shock tunes are required to get the best out of the bike.

Riding the Dixon RX

Climbing and Fit

Though it boasts a stout wheelset and meaty 2.35'' Schwalbe Hans Dampf tires, we were pleasantly surprised with the Dixon's readiness to climb, although the bike did benefit from use of the RockShox Monarch RT3's on the fly compression adjustment when things smoothed out. This isn't uncommon on a bike in the Dixon's travel bracket, and we found ourselves utilizing the shock's middle compression setting for most smooth climbs and rolling terrain.

Jordan Carr testing the Devinci Dixon in Sedona AZ
  Out of the saddle climbs benefited from utilizing the Monarch's on the fly compression adjustment to gain maximum efficiency, and the lever was in an easy position to reach down and flip.

Technical climbing is where we found the Dixon to be most at home when headed upward, something that we were admittedly surprised with given the common assumption that bigger diameter wheels rule in such situations. The Dixon made short work of tricky switchbacks, and the ride position placed us nicely within the wheels, making it predictable and responsive, a feeling that was aided by the bike's 360mm bottom bracket height that allowed us to maneuver through such sections without having to stop turning the pedals over. Short 424mm chain stays also gave us confidence on steep, loose pitches where our weight was positioned nicely over the rear wheel. The 26" wheels did struggle a bit when ledgey terrain was encountered, though, with the bike losing momentum when faced with a particularly stepped section of trail. Once on smooth singletrack or jeep road ascents, the Dixon's weight became a bit more noticeable when compared to a lighter duty 145mm trail bike, although it should be said that most of those lighter duty rigs don't feel nearly as solid when the trail turns downward. As we pedalled our way up numerous gravel climbs it was quickly clear that the Dixon does offer comfortable geometry for those long seated ascents, and the cockpit offered what felt like perfect length, especially when combined with the 780mm BooBar.

Descending / Technical Terrain

Aiming the Dixon RX through some rowdy downhills was our first order of business given the bike's burly stance. We knew how well other axle-concentric suspension designs have performed recently, so we were excited to spend some time pushing the Dixon to its limit, and our first decent ride on the bike was on a technical trail in Sedona, Arizona, which offered mainly slower speed do-or-die sections with a few short spots that allowed us to open the bike up a bit. At medium speeds the Dixon was well versed and allowed us to come through rolling technical portions with relative ease, another welcomed attribute of its 360mm bottom bracket height when set to the HI mode, although maneuvering through tight switchbacks took a little more effort than we would have preferred when the speeds dropped. It seems the bike's short chain stays and higher bottom bracket made balance a bit more of an issue when slow, tight turns were encountered.

Jordan Carr testing the Devinci Dixon in Sedona AZ
  Descending was predictable and was most enjoyable when the Dixon was setup in its 'LO' geometry mode.

Swapping the Dixon from HI to LO geometry mode was as simple as unscrewing a 4mm allen screw and rotating the FRG pivot hardware, and although half of a degree change in head angle and a 6mm lower bottom bracket height may not sound like much, it made an appreciable difference in the bike's handling. In fact, we ended up settling on the LO setting, a choice that brought out the Dixon RX's capabilities on the faster downhill sections. Given how confident the bike's low, slack geometry made us, the 145mm travel carbon bike was a little harsher than we would have preferred, although we do suspect that the 160mm travel fork might have been contributing to a slightly unbalanced feel. And while the rear of the bike might not have been the most forgiving, the entire package did feel incredibly solid when things got rough - this isn't a machine that feels as if it will rattle apart under a heavy or fast rider. Changing the bike to the LO setting created a potent package that seemed tailor made for tight downhills that require constant finesse and commitment, as well as continued power put through to the pedals.

Jordan Carr testing the Devinci Dixon in Sedona AZ
  The bike is incredibly solid through rough, rocky terrain, although not as forgiving as some other options.

Component Check

Our Dixon RX Test bike was outfitted with SRAM’s X9 2 x 10 drivetrain, which after spending most of our time aboard single ring drivetrains lately took a bit of adaptation time on the trail, but proved to be a smart spec given the bike's intended usage and the steep sections of trail we pointed it up. An X9 Type 2 clutch derailleur helped keep drivetrain noise to a minimum, but we did still experience the usual drivetrain clatter that one associates with a dual 'ring setup. Avid's Elixir 7 brakes offered up a good amount of stopping power and adjustability, and it's worth noting that they felt firm and consistent right out of the box, not something that is always guaranteed. The wheelset is a combination of Mavic E321 hoops paired with Sram X9 hubs and Schwalbe Hans Dampf tires, a setup we found to be substantial enough for heavy trail use and that never gave us a hint of trouble.

Jordan Carr testing the Devinci Dixon in Sedona AZ
  A full SRAM X9 2x10 drivetrain offers durable versatility for a variety of terrain but was a bit cumbersome after spending most time aboard 1x systems.

• Schwalbe tires: The Hans Dampf tires connect the Dixon with the dirt quite nicely. The tried and true 2.35" rubber offers a burly rounded tread pattern paired with Schwalbe's tacky Trailstar compound that creates predictable cornering traction and excellent braking. As usual, nothing to complain about with Schwalbe's top tier rubber.

• RockShox Reverb: Hard to really call it a trail bike without a dropper post, and the Reverb rounds out this build nicely by providing reliable saddle height adjustment with the push of the bar mounted remote.

• Truvativ BooBar: With the recent emergence of wide bars on the trail market, many manufacturers have been slow to realize how important bar width is to overall bike feel. Devinci did it right, though, by spec'ing the 780mm wide BooBar.

Pinkbike's take:
bigquotesTrail riders looking for a solid feeling bike to allow them push the envelope will be fans of the burly Dixon. No, it isn't the most forgiving trail bike on the market in terms of rear suspension performance, but the 145mm travel bike offers class leading rigidity that will greatly boosts a rider's confidence, and we'd recommend the bike to an aggressive rider who might not have had much luck with other bikes of similar travel. It is also a machine that proves 26" wheels still have a place in our hearts and on the trails, with it displaying solid technical climbing prowess and a well-versed, functional personality. Devinci obviously feels the same way because the Dixon platform will continue to utilize 26" in 2014, a decision that is in contrast to much of the industry, but one that we can't blame them for making.- Jordan Carr

divendres, 29 de novembre de 2013

dijous, 28 de novembre de 2013

Châtel Bike Park, brutal

Una passejada per aquest bike park

dimecres, 27 de novembre de 2013

Alternatives a FOX: SR Suntour Auron

Aquí teniu una descripció de sa forca, que pel que es veu, no arriba a sa finura d'una Fox o RockShox, però pesa poc i només costa 700$. Una opció a valorar.

Auron | Vital MTB

divendres, 22 de novembre de 2013

Es video que va fer famós a en Danny MacAskill

Ens Anam preparant pes cap de setmana! Bon divendres a tots ;-)

dilluns, 18 de novembre de 2013

Ens queixam massa i ens sacrificam massa poc: Adolfo Alzamara, tot un exemple

Com ens podem queixar veient aquest exemple?

Niner W.F.O. 9

Sense cap dubte, una de ses millors 29" enduro ;-)

divendres, 15 de novembre de 2013

Rocky Mountain Instinct: ha arribat s'hivern

Video de presentació des model, que com sempre compta amb es llegendari Wade Simmons

dimecres, 13 de novembre de 2013

Entrenar amb btt si teniu fills: ja no hi ha excuses!

dimarts, 12 de novembre de 2013

V Duatló Popular Fira de sa Mel 2013

Una vegada més, els Maras Brothers o els Germans Garau, com més vos agradi, es van tornar a presentar al duatló de Llubí. Una duatló popular però amb participants de gran renom i nivell com na Marga Fullana, Joan Horrach o en Marcos Escribano.
Aquest any en Mara i en Mateu van decidir unir les seves forces i fer equip.  Així potenciàvem els nostres forts i deixàvem de banda alguns punts febles.  Sabiem que d’aquesta forma podríem quedar ben posicionats.

En Mateu va començar la cursa fent 5 voltes a un circuit urbà de 1 km cada una amb constants pujades i baixades suaus. Amb una mitja de 3:44 m/km ja ens situàvem a posicions capdavanteres.
Després tocava el torn a en Mara. Havia de fer 3 voltes a un circuit molt xulo, amb un total de 13 km amb un final de volta molt molt dur. La primera volta va volar, sent la segona millor volta del circuit, amb uns segons més que el gran Horrach. Les altres dues voltes va poder mantenir la posició amb un temps total de 29:28m.
Finalment en Mateu tornava a córrer 3 km, amb unes sensacions molt rares ja que després de 30 min gairebé aturat el seu cos no responia, però aconseguí fer-ho amb un ritme de 3:42 m/km

Finalment aconseguirem la Cinquena posició. Tot un èxit! Vàrem estar molt molt contents, però el xasco i la sorpresa va ser quan vérem que quedarem a 21 segons de la 3a posició. Sabíem que estaven a prop, però no tant.

L’any que ve, més i millor!

Mateu: Posició 5 Temps: 18:41 (3:44m/km) 3:29 3:43 3:51 3:51 3:48
Mara:   Posició 6 Temps: 29:28 (23,4 KM/h) 9:11 10:08 10:10

Mateu: Posició 5 Temps: 11:06 (3:42 m/km) 7:24 3:42

 final de volta molt dura


dimecres, 6 de novembre de 2013


Quatre equips  vàrem participar i representar als Ermassets en un nou model de competició de btt. Els equips estaven formats per dos membres, un d’ells donava pedals i l’altre esperava a boxes el canvi de relleu.  L’estratègia va ser molt important. El circuit era molt ratoner, amb poques zones per avançar i bastant tècnic perquè hi havia moltes curves i canvis de ritme.
Com sempre, els ermassets ho vàrem donar tot i ens vàrem deixar la pell, i sobretot vàrem disfrutar moltíssim, que és el que més importa.

Rafel i Mara: Un equip de gran qualitat i així ho van demostrar. Des de el primer moment varen estar dins el top 10 i allà si vàrem mantenir durant tota la cursa. Possiblement un error d’estratègia a la darrera volta els va fer perdre 2-3 posicions. Però sense cap dubte estan fets uns bous. Enhorabona pel gran resultat. Posició: 12

Ber i Toni Garrafi: Els dos estan molt locos damunt sa bici. Quan hi havia baixades els altres bikers es llevaven d’enmig. Durant tota la cursa van ser molt constants llevat d’alguna volta on el cansament acumulat passava factura. Enhorabona  a aquests dos cracks que venen del món del descens però que varen donar molta branca. Posició 62

Mateu i Pep Castro: Varen ser molt constants durant tota la cursa, mantenint un ritme similar els dos. Però en Mateu duia sa negre. Va rompre sa cadena al començament d’una volta i la va haver de fer més de la meitat corrent espitjant sa bici. I en una altra ocasió també va foradar i va haver de tornar a espitjar. I en Castro sense haver entrenat i tenguent en genoll fotut va complir com sempre. Posició 68

Lluís Bonnin i Bernat Jaume: La sorpresa va ser quan en Bernat es a presentar amb sa Yeti den Patau. Amb aquesta bici i el circuit tècnic va volar. En Lluís també està d’enhorabona. El circuit no era de les seves característiques però va donar el call com a bon ermasset.

En definitiva, una nova i bona experiència. Moltes gràcies a les famílies i a tots aquells que ens van recolzar. L’any que ve, més i millor.

Canvi de xip. Un puta rollo
Content abans de rompre
 Va sobrat
 Aquest també
Gran equip
 Suport vital. Gràcies
Dinar amb gran família

dimarts, 5 de novembre de 2013

Participació de en Guillem Aulí a la Copa Catalana

Aquest passat cap de setmana es va celebrar a Llinars del Valles la copa catalana de descens, on va participar el nostre rider Guillem Aulí.

Va Quedar en la 4ª posició de la categoria Junior y el 14º de la general.

Una molt bona posició si tenim si es te en conte l´altisim nivell que hi ha a la peninsula.

Foto Espectacular !!!

Enhorabona Guillem. Segueix així.